Engine



H. MILLIKEN March 7, 1950 ENGINE Filed Aug. 13, 1943.

2 Sheets-Sheet 1 Iva-Iron l-LM ILL] KEN AT TO R N EYS H. MILLIKEN March 7, 1950 Emma ' 2,Sheets- Sheet 2 Filed Aug. 13, 1943 INVENTOR H-MILLIKEN ATTORNEYS Patented Mar. 7, 1 950 UNITED STATES PATENT OFFICE ENGINE Humphreys Milliken, Mount Royal, Quebec,-

Canada Application August 13, 1943", Serial No. 498,603

2 Clahns. l

invention relates to engines and the main object is to provide an engine designed so that intentional" cooling of the cylinders to prevent carbonization of the-lubri'catingoil maybe elimi nated with a: corresponding" improvement, in the thermal efliciency of the: engine.

The present invention is particularly useful as applied to the construction of" high pressure engines operated in accordance with the invention set fortlr in my co-pending' application Serial No. 369,027, filed Dec: 14; 1942, nowPatent No; 2,404,- 395; July'2 3; 1946. It-is alsoapplicable to Diesel and similarengines inwhich the fuel is injectedinto a body of air previously compressed to a temperatureequal to orclosely approaching the ignition temperature of the injected fuel.

According tothe-inventionset forth in said copending application, heat energy is; transformed into" useful work with exceptionally high thermal eiii'ciencybya procedure which comprises expanding, in a; high pressure engine, anexpansible gaseous motive fluid which has been compressed to a relatively high pressure and heated externally of'the engine. The motive fluid is formed by burning gasoline or other liquid fuel with a large excess of compressed air in a pressure chamberin which thefu'elcomponent of the'mixtureisi'gnited to heat. and thereby increase the volume of the compressed air; the resulting mixture being conducted", with the least possible loss of pressure; directly to the inlet valve of the highpressureengine in which itis expanded, to provide power. The inlet and exhaust valves of the engineare operated in the same sequence as the corresponding valves' of' a steam engine and a: large percent-agent the heat contained in the gases discharged throughthe-exhaust'valve is recovered andutilized to heat the compressed air before the latterenters the pressure chamber, thereby reducing the quantity'of fuel required to produce a; given amount of" mechanical work.

When the cylinder and piston elements of the high pressure engine referred to in the preceding paragraph are designed in accordance with conventional practice they-'must'be cooled extern'ally as otherwise they would-be heated to a red heat by thehigh temperature motive fluid and the film of lubricating oil on the rubbing surfaces thereof would" soon carbonize and lose its lubricating value. Thecooling, which is'usually accomplished by circulating a cooling medium through suitable cooling jackets or" by directing cold air against the cylinders, is responsible for loss of power amounting to approximately 25 to 4098-01" the heat energy-in the: fuel. The present -receiving space which is always in o'pen-co1nmunication with the cylinde'r'space above the piston head, the remaining portion of the-length of the piston being equipped with piston rings and-- arranged to travel in rubbing contact with a relatively small proportion of the total length of the cylinder wall as compared with conventional practice; In this case the lubricating oil is supplied only to the relatively cooler portion of the length of the cylinder wall which is contacted by the piston. By thus confining rubbing contact between the piston and cylinder elements to a relatively short and cool section of the cylinder located a substantial distance from the fuel inlet valve and supplying cool lubricating oil only to" said piston engaging section of the cylinder, I make it feasible to eliminate the usual cooling system without danger of the oil becoming carbonized to the point whereit loses its lubricating value; As a matter of fact, the portion of the length of the cylinder which is free of rubhing contact with the piston may be, and preferably is, covered by heat insulating material to reduce heat losses due to conduction and radiation.

Other objects, advantages and characteristic features of the inventionwill become apparent from the following detailed description of the preferred embodiment shown in the" accompany-- ing drawings, in which-- Fig. 1 is a longitudinal sectional view ofanengine embodying my invention.

2 is a diagram illustrating one form of lubricating system which may be used with the engine shown in Fig. 1. This View also shows means-for supplying'a cooling fluid to the inlet valve of the engine.

In these drawings the-cylinder and piston elements of my improved engine are respectivelyindicated at 5 and 6. The-piston carries a wrist pin. '6 adapted to be conventionally connected to a crank shaft (not shown) journalled in the crank case 8. The cylinder head inlet and exhaust passages are respectively indicated at 9* and [G and are controlled by suitable inlet and exhaust valves II and I2.

This piston is here shown a two-diameter piston comprising an upper section [-3 of reduced diameter compared with the lower section M,

the relative terms upper and lower being here used simply for convenience since it is obvious that the engine may be arranged either vertically or horizontally. The section I3 includes and is closed at its upper end by a piston head |3a which is covered by an upwardly flanged heat-resisting disk I5 secured in place by a rivet 6. The piston head may be formed as an integral part of section |3 but is here shown as a separately formed part provided with a lug H which is fastened to a lug I8 of the remaining part of section I3 by a fastening bolt and a clamping nut 2|. The disk l5 and rivet l6 are separated from the piston head by heat insulating material 22 and the piston head, in turn, is separated from the remaining part of section |3 by heat insulating material 23. The lugs I1 and I8 are also separated from the associated bolt 20 and nut 2| by heat insulating bushing 23a and heat insulating washers 24 and 25.

While only one bolt connection 20 is shown between piston head |3a and piston section |3, it will be understood that any suitable number of such connections will be provided in actual practice.

Piston sections l3 and I4 may be integral with each other but are here shown as separate sections detachably secured together with heat insulating material 21 interposed therebetween. In the present instance a lug 29 of section I3 is shown fastened to a lug 30 of section M by a bolt 3| and a clamping nut 32, the bolt and nut being insulated from said lugs by heat insulating bushing 33 and heat insulating washers 34. While only one bolt connection 3| is shown between the piston sections l3 and I4, it will be understood that two or more of such bolt connections are provided in actual practice.

The piston section I4 is provided with piston rings 28 and 28 located adjacent the end of said section which is bolted to the companion section I3. Piston section I4 is also provided with a plurality of longitudinally extending oil circulating ports 35 located at the side of the piston ring 28' remote from the piston section I 3. An oil distributing groove 36 is formed in the cylinder engaging surface of piston section I4 and communicates with the ends of the ports 35 nearest piston ring 28'. An oil collecting groove 31 is also formed in the cylinder engaging surface of piston section I4 and communicates with the remaining ends of the oil circulating ports 35.

A split and expansible oil collecting ring 39 is arranged in groove 31 and serves, during the return stroke of the piston, to scrape oil from the cylinder wall and to cause such oil to be circulated through said ports 35 from the oil collecting groove 31 to the oil distributing groove 36. The upper surface of ring 39 is shaped so that its outer edge serves as a scraper for scraping oil from the cylinder wall during the return stroke of the piston. The lower outer corner portion of ring 39 is curved or rounded oil? so that, during the working stroke of the piston, the ring slides over the oil film on the cylinder wall.

For convenient description the form of cylinder shown in the present drawings may be regarded as comprising main sections 40 and 4| which are fastened together by bolts 42 with insulation 43 interposed between their adjacent ends. Cylinder section 4| is here shown as a single section formed integral with the crank case 8. Cylinder section 49 may also be formed as a single section but is here shown as divided into separate parts 44 and 45 which are fastened i any part of the cylinder.

4 together by bolts 45 with heat insulating material 46a interposed between their adjacent ends. A gasket 41 is interposed between the upper end of cylinder section 40 and the cylinder head 48 which is fastened in place in any usual or convenient manner.

The cylinder section 40 is provided with a metal liner 49 which is separated therefrom by interposed heat insulating material 50, said liner being force-fitted in place after the cylinder parts 44 and 45 have been bolted together and lined with the insulating material 50. The inside diameter of the metal liner 49 is slightly greater than the outside diameter of piston section I3 but is less than the inside diameter of the major portion of the cylinder section 4|. In this connection it will be noted that cylinder section 4| is provided, at its upper end, with an inwardly flanged portion 52 whose inner surface is flush with the inner surface of the metal liner 49 and is offset inwardly with respect to the inner surface of the remaining portion of the length of cylinder section 4|. This construction provides a downwardly facing shoulder 53 adjacent the upper end of cylinder section 4|. It will be apparent from this description that the diameter of the lower section 4| is, in the main, larger than the diameter of the upper cylinder section 40.

In the present drawings the length of the piston stroke is indicated by the line A and is less than the length of the piston section I3 by approximately the amount indicated by the line B.

It is also important to note at this point that the piston section I3 is always separated from the surrounding wall of the cylinder by an annular clearance space 55 and that rubbing contact between the cylinder and piston is confined to that portion of the length of cylinder section 4| which is traversed by the piston section H, the latter being an easy guiding fit in cylinder section 4| and being dimensioned to prevent wobbling of piston section I3 into contact with Lubricating oil is sprayed onto the inner surface of cylinder section 4| by a spray pipe 56 but there is no lubricating oil on the surfaces of the piston section l3 and the cylinder section 40.

When the engine described herein is operated in accordance with the invention disclosed in my co-pending application a gaseous mixture of hot burned fuel and air is maintained at high pressure in the inlet passage 9 and is admitted to cylinder 5 by the opening of inlet valve II which occurs as the piston reaches the end of its return or exhaust stroke. Value remains open until the piston has moved through a distance equal to approximately of its working stroke whereupon valve closes and remains closed until the piston has completed its working stroke and it is nearing the end of its return or exhaust stroke. It will thus be seen that valve remains closed about 7 of the time required to complete a cycle of operation and, during this time, the hot pressure gases stand in the inlet passage 9. Consequently, in order to minimze the dissipation of heat energy through the metal Walls of passage 9 it is important that this passage be lined with heat insulating material as indicated at 51.

At the beginning of the working stroke of the piston the hot pressure gases admitted to the cylinder through valve begin to enter the extremely narrow clearance space 55 (compressing the cooler gases already in. said clearance space) with. decreasing flow which ceases when the pressure in said. clearance space is equalized with the pressure in; the cylinder space between the piston head. |3a and the cylinder head 48. The piston rings 28 and 28-. seal the lower end of the clearance space between piston section l3 and the cylinder and thus prevent gas blowing past the piston section It intothe crank case 8. The clearance space lliis of such small volume that it is equalto only a negligible percentage of the vol,- ume ofv the pistondisplacement. For example, a piston section l3 havinga diameter or 4 might be separated. from cylinder section All by an annular clearance spaceof .0 10. in. which case cylinder section 48 wouldhavean inside diameter of 4;.020". Squaring the latter gives 16.16 which is. 1% greater than the square of the aforesaid diameter of piston section 13. The, clearance volume-is therefore 1% of the displacement of piston Section l3. This does not mean that 1% of the gas entering the cylinder section it is wasted. In this connection it is noted that clearance space 55. provides a gas passage which is so narrow in proportion to its length (the latter being time required for completely filling the gas passage with gases at inlet pressure. There is a similar time lag in the discharge of the gases from the clearance space or gas passage during the exhaust stroke of the engine. Hence, it is only in the uppermost portion of gas passage 55 that the gas pressure varies or oscillates through the full range from inlet to. exhaust pressure since the amplitude of such pressure oscillations will gradually diminish to negligible value before reaching the lower end of said passage. It is thus apparent that the volume of the inlet gases which enter and leave the gas passage afforded by the small clearance space 55 is less than 1% of the total Volume entering the cylinder through the inlet valve 9.

It is important to minimize the heat radiated from the cylindrical surface of piston l3 to the lubricated surface of cylinder M during the time the piston is at or near the end of its working stroke (crank-end). Several features of the invention contribute to that purpose. The diameter of cylinder 4| and piston M are of substantially larger diameter than the internal, diameter of metal liner 49 (in cylinder 45); therefore the annular space between 13 and 4| (when piston is at or near end of working stroke) is much greater than the annular space between l3 and 49 (when piston is at or near beginning of working stroke). The amount of heat radiated from l3 to lubricated surface 4| is thereby greatly reduced. It should be noted that there is no offsetting disadvantage in making the diameter of 4| substantially larger than the diameter of l3 and as; such construction does not increase the volume of gas flowing between l3 and 49; the gas between I3 and 4| is alternately compressed and expanded producing maximum and minimum pressure in this space synchronously with the maximum and minimum pressure in the head-end of the cylinder, the pressure between l3 and 4| being roughly one-half the pressure in the head-endof cylinder. I

The invention provides a further means of minimizing the heat radiation between l3 and 4| via: piston i3 is divided into sections I5, l3 and |3a with heat insulation between the three parts;

this minimizes the-temperature of the main portion of It (which is the only portion of the un-. lubricated piston extension coming within 4|), because the length of stroke is limited so that the hotter portions, l5 and l3a, do not enter the space within the lubricated cylinder 41.

The flat end l5 and the cylinder liner-surface are made extremely thin and therefore flexible; they can safely work at higher temperature than the thicker and more rigid parts which. would be subjected to unsafe internal strains due to unequal expansion of inner and outer portions, if Worked at extremely high temperature. Such subdivision therefore permits higher gas temperature and higher thermal efficiency.

The cylinder and piston elements of the engine described herein should be made of metal capable of withstanding red heat without serious loss of strength. The cylinder section at is shown covered by a heat insulating jacket 59 and av similar jacket may, if desired, be applied to cylinder section ll. By thus minimizing heat losses through the cylinder and eliminating the conventional cooling system I increase the ciency of the engine by maintaining practically adiabatic expansion, thereby ensuring higher mean effective pressure and permitting a higher expansion ratio and a longer stroke. The temperature of the exhaust is also increased so that it furnishes more heat energy to the compressed air used. in forming the gaseous motive fluid and thereby reduces fuel consumption.

In spite of the heat insulating material separating the non-lubricated sections of the piston. and cylinder from the lubricated sections, the latter become heated to an extent which makes it desirable that the lubricating oil be supplied thereto in a cool condition to ensure against carbonization of the oil. This may he accomplished, as indicated. in Fig. 2, by passing oil from the crank case of the engine through line hi to the inlet side of a pressure pump 52 having its pressure side connected, by oil line to the previously mentioned spray pipe 56, a portion of line 63 being passed through an oil cooler 64 which cools the hot crank case 011 down to a sufliciently low temperature. It will thus be seen that cool oil is continuously and positively supplied to the lower portion of cylinder section 4! and uniformly distributed by the circulating system comprising the piston ports 35, grooves 36 and 31 and ring 39. The groove 35 is provided with drain opening 37! through which a certain amount of hot oil is forced at each return stroke of the piston, such hot oildripping into the crank case and being sucked out by the pump 62 for recooling and recirculation.

Valve II is carried by a stem 65 which slides,

pressure side of a water pump 14 to which water is supplied through line 15. When valve II is opened a fine stream of cooling water passes into stem 68 and is quickly vaporized and superheated, the steam and vapors thus generated escaping from valve II through port 68 and mixing with the pressure gases and air, thus adding slightly to their volume and to the mechanical power ap plied to the piston. When valve l I is closed the port 69 is moved out of registration with groove TI and the supply of water to said port '69 is discontinued during the expansion and exhaust strokes of the engine. Since the heat of evaporation is high a small amount of water passing through the stem 86 will have a great effect in coolin the valve.

The valve stem 69 is further cooled by forcing compressed air inwardly through a port 11 provided in the valve stem guide 61. The compressed air here referred to is at a much lower temperature than the motive fluid gases supplied through inlet 9, the temperature of said gases being approximately 2500 F. while the temperature of the compressed air is about 600 F. The pressure of the compressed air forced through port 11 is slightly higher than the pressure of the motive fluid gases in inlet passage 9 but the inner portion of said port is of such small cross section in comparison with said inlet passage that the quantity of compressed air entering said passage is relatively very small. This cooler compressed air surrounds the lower end of the valve stem and the upper side of the valve and. mixes with the hot gases, the resulting mixture passing into the cylinder without loss of heat energy when valve II is opened.

Valve stem guide 61 is provided with a groove 19 and a port 80 to which cooled or refrigerated lubrication oil is supplied from the pressure side of a high pressure pump 8I through line 82, the inlet side of said pump being connected, by branch connection 83, to the line 63 at a point above the oil cooler 54. The lubricating oil is supplied to groove 19 at a pressure slightly higher than the gas pressure in inlet passage 9. It iills the small clearance space between the valve stem and valve guide and forms an oil seal between these parts which prevents the gases in passage 9 leaking to atmosphere around said stem. The

cold oil is forced upwardly from groove 19, inr creasing in temperature, and spills over the top of the stem guide, the overflow being collected in any suitable manner and returned to the lubricant circulating system for recooling and recirculation. In this case the metal parts are at higher temperature than the oil at its hottest point which is, of course, the reverse of the conditions obtaining in a conventional engine when the cooling medium is applied to the outside of the valve-stem guide. Consequently, in the case .of the present invention, less heat energy is taken from the engine in order to maintain a given maximum oil temperature and the thermal refiiciency of the engine is thereby increased.

Similar principles of heat conservation are applied to the exhaust passage I and exhaust valve I2. In an engine of the type provided by the present invention it is important to conserve the heat of the exhaust gas since such heat is utilized in the heat inter-changer, as set forth in my prior application, to raise the temperature and volume of the compressed air supplied to the pressure chamber in which the gaseous motive fluid is generated. With this consideration in mind the exhaust passage I I is provided with an insulating lining 86 and the exhaust valve I2 is carried by a stem 81 which slides in a sectional stem guide 88 comprising an upper section 89 which is separated, by heat insulating material IUD, from the lower section IIJI which constitutes an integral part of the cylinder head. The insu lating material I materially reduces the flow of heat to the upper stem-guide section 89. The lower end of valve stem 81 is protected from the hot exhaust gases by a cylindrical shield I03 which surrounds the stem with a small amount of clearance, said shield being carried by the lower stem-guide section IOI and being insulated therefrom by suitably interposed heat insulating material indicated at I04.

An oil circulating jacket I86, having an inlet port I01 at its lower end and a discharge port I08 at its upper end, is formed by and between the valve stem 81 and a surrounding portion of the upper stem-guide section 89. Cooled or refrigerated oil is supplied under pressure to port I01 through a branch connection 63a of oil line 63 and rises in the jacket I06 until it overflows through port I08, the overflow being collected and returned in any suitable manner to the oil circulating system for recooling and recirculation. The pressure of the oil supplied to port I01 is about the same as the exhaust pressure which is about 5 lbs. above atmospheric pressure. Hence, practically no oil passes down the stem 81 into the exhaust passage I0.

In view of the means described herein for cooling the valves II and I2 the cylinder head 48 may be covered with heat insulating material 480 to further reduce the loss of heat energy.

A diaphragm H0 is preferably fitted in the upper portion of the piston section I4, being secured in place by the bolts 3i and clamping nut 32a. This diaphragm serves to prevent oil or vapors from the crank case coming into contact with the interior surface of the upper piston section I4. This is desirable since the piston section I3 is hot enough to carbonize the oil or possibly cause an explosion in the crank case. The diaphragm also serves to minimize loss of heat energy from the gas which might otherwise result from the highly heated air within the piston section I3 being intermingled with the cooler air in the crank case. The diaphragm I I8 is not an airtight fit in the piston section I4 but is arranged to permit a sufficient slow flow of air past the diaphragm to prevent unnecessary stress on the diaphragm due to changes in temperature.

Having thus described my invention, what I claim is:

1. An engine comprising a cylinder having a head-end and a crank-end and having a portion of its length extending from an intermediate point to the crank-end of larger internal diameter than the portion extending from said intermediate point to the head-end, a piston operating in said cylinder and having a portion of its length extending from an intermediate point to the crankend of larger outside diameter than the remaining portion or its length, the larger portion of the piston being arranged to operate in the larger portion of the cylinder and being an easy sliding fit therein with lubrication, the smaller portion of the piston being dimensioned to operate in the smaller portion of the cylinder with minimum clearance to avoid rubbing, means for supplying lubricant only to the rubbing surfaces of the larger portions of the cylinder and piston so that the smaller portions of the cylinder and piston are left free of lubricant, a cylindrical lining of relatively thin metal located in the smaller non-lubricated portion of the cylinder and separated from the surrounding cylindrical wall and from the cylinder head by solid heat insulation,

said engine being characterized in that the annua lar space between the lubricated cylinder surface 2. An engine comprising a cylinder, a piston" reciprocating therein, a portion of said piston having a diameter larger than the diameter of the remainder of said piston, a portion of said cylinder having a diameter larger than the remainder of said cylinder, the portion of said piston having the larger diameter and the portion of said cylinder having the larger diameter being dimensioned for a sliding fit, the sliding surfaces of the said larger diameter portions of the piston and cylinder being lubricated, said engine being further characterized in that the portion of said piston having the smaller diameter and the: por tion of said cylinder having the smaller diameter are dimensioned for relative motion without rubbing and in that the annular space between the lubricated portion of said cylinder and the nonlubricated portion of said piston has no gas passage to other parts of the engine except the annular space between the non-lubricated portions of the cylinder and piston, said engine being further characterized in that the portion of the piston having the smaller diameter is sectionaliz'ed by heat insulation so located that the insulating joint between the sections of said portion of the piston does not enter the lubricated portion of said cylinder.

- HUMPHREYS MILLIKEN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 313,923 Daimler Mar. 17, 1885 630,838 Anderson Aug. 15, 1899 678,823 Bramwell July 16, 1901 704,713 Klein July 15, 1902 927,103 Bogert July 6, 1909 1,030,213 Tremolieres June 18, 1912 1,609,449 Williams Dec. 7, 1926 1,616,391 Prouty Feb. 1, 1927 1,816,516 Clement July 28, 1931 1,898,730 Kaw Feb. 21, 1933 2,166,857 Bugatti July 15, 1939 FOREIGN PATENTS Number Country Date 375,763 France of 1907 

